kortopates

True, but in every partnership i have ever known with more than just 2 pilots, only a minority were very active with the plane. Sent from my iPhone using Tapatalk

you’ll need to replace the bent bell crank, but before you fly it make sure to identify the cause and rigging. it could be slop in the holes of the rods or any number of things including gotten bent while up on jacks doing retract test. See someone familiar with the Mooney gear. Sent from my iPhone using Tapatalk

I probably should have included knowledge with experience. I tend to think most pilots gain the knowledge with the experience but i know Scott will readily point out he sees plenty of exceptions as an educator. Sent from my iPhone using Tapatalk

i am pretty sure a quick call to Precise will tell you when they introduced electric. that will narrow it down. Sent from my iPhone using Tapatalk

He had 5 partners, so the pilots currency is still in question. But the recording is very telling IMO. i only read him admit to that the FAA/NTSB that they would need “to check his instruments”. Sent from my iPhone using Tapatalk

That’s really not the issue. non fiki aircraft encounter icing all the time. nor is giving a pirep for icing an issue. the issue is when you get into it you don’t have a plan B to get out of because your flight planning didn’t provide for icing contingencies and your stuck in it. But if your planning gives you an out no one is going to deviate you. Really you have to practically fly into severe icing with no contingency options to get out to get deviated - as pretty much stated in the Bell legal interpretation. The end result comes down to experience, and equipment, where a lack of experience demands an order of magnitude more conservatism. Sent from my iPhone using Tapatalk

Often a vintage Mooney can get out of CG with 2 big people up front and very light fuel - like 20 Gal. but not if you have a cg further back. My 252/Encore has 1120+ useful; probably the highest in the 252/Encore fleet and it’s loaded except for TKS. Sent from my iPhone using Tapatalk

This isn't normal; especially with throttle closed . But there is an exception only if the engine driven fuel pump is the latest design. In the latest TCM revision they did open a galley that allows fuel to go forward out the pump to the throttle body and fuel divider at ICO. Prior to this it was impossible and most engines out there still have the older design. even during pump overhaul there is no requirement to bring the pump up to the latest revision in the TCM IPC; you'd pay extra for that. So this exception of the newer pump applies to very few. I have it but still don't see what you state. The fuel divider valve specifies 3.5 PSI to open it it, not one 1 psi. Thus without 3.5+ psi, fuel won't get into the fuel divider/manifold. Anyway, I use this procedure all the time, but because I am an informed (being an IA and a CFI) I only use low boost rather than high boost to minimize fuel getting to the cylinders since I have the new pump design - it seems like common sense to me. But I find vast majority of pilots much prefer the high boost because it's half the time. But when you do your own maintenance it encourages you to be much more conservative about aircraft limitations. For example, I'll never drop my gear at max 140 kts, it got to me under 120 kts; preferably at 110 same as max flap extension speed which I am also more conservative about...

Or selecting full flaps early could also explain the sudden drop in altitude. Sent from my iPhone using Tapatalk

nobody cares about the FCC licenses but the FCC! at least for private GA ops in north and central america. i have them but never shown them. Mexico will make sure you didn’t come in on an expired registration because the FAA has asked them too - similar to your Customs example with pilot license. But Customs is getting lax about that since recently they now look up all your paperwork with face recognition s/w on their phone. Sent from my iPhone using Tapatalk

It’s really as simple as the symbology used. It charted as a minimum altitude. If it was intended as a mandatory altitude, which it’s clearly not, it would have been charted as such with a line above and below the altitude. See the Chart symbology users guide for the meaning. Sent from my iPhone using Tapatalk

although it does build pressure, what it’s really doing is recirculating hot fuel back to the wing tank through a return line at the pump and bringing up fresh cool fuel before starting. Only Continentals do this. Sent from my iPhone using Tapatalk

"turn on the low boost pump" is priming. The POH actually has you priming while cranking; but not all do it that way, yet its always worked for me.

Hi Jim, With your C you'll be able to take advantage of ignition advance that us Turbo guys can not - the advance is disabled on Turbo installation. (it really doesn't matter because Turbo's don't generally operate at the lower MAPs that invite advancing the timing.) So in addition to improved reliability you should get some performance improvement ROP. It may come with the con of a bit higher CHTs and this could be big concern for any C model since they are typically struggling to keep CHTs down; especially in climb. But given the advance doesn't start till about 24" (from memory), it shouldn't raise CHTs in the initial climb. (You also have the option to disable the advance if it does become a problem.) There are many C's I see with a Surefly installed doing fine with CHTs too. But I went with mine purely for reliability. Your NA Bendix Mags though will easily go beyond the recommended 5yr/500hr IRAN servicing without a hiccup, but our pressurized mags are very subject to moisture contamination flying in wet clouds such that I'll open my mags at every annual regardless because moisture wreaks havoc on Mags. Now with the Surefly that's one less mag I have to worry about every annual. Hope that helps with your decision.

Odd question because they don't provide the same information: The wing gauges are calibrated to tell you how much fuel is in the tanks ON the Ground (where nose is pitched up) The G1000 gauges are calibrated to tell you how much fuel is in the tanks in Level Flight Thus they should not agree, but close - but both are accurate, usually very accurate else they need attention.

Since I fly a Turbo, I am real serious about CO monitor and use TSO's panel installed multi-function unit from Guardian, so I know its always on and working as soon as I flip the master switch on. They're not cheap and they require a new sensor and recalibration every 5 years; but my precious cargo and I are worth it The unit also has the added benefit of reminding us in the climb out when to turn on the O2. https://www.guardianavionics.com/aero-553-panel-digital-display-multi-function-co-detector-tso-certified-aircraft

By far #1 is more reliability in the Surefly over a pressurized Slick (A few MB's have Bendix that perform a bit better, but very few) A distant #2 is slightly improved ignition resiliency to LOP ops; meaning the ability to go a bit deeper LOP

I’ll add that if you have an engine monitor and know how to use it, it’s extremely rare you’ll experience a catastrophic engine failure without plenty of warning. Sure there are exceptions like an oil hose bursting but even then you’ll still get advance warning seeing your oil pressure decay probably minutes before the engine seized. But most failures don’t have to become catastrophic failures by seeing what’s happening on your engine monitor and responding appropriately; including declining oil pressure. Also Altitude = time when you are having most emergencies except for being on fire! Sent from my iPhone using Tapatalk

Plane was listed for sale this past May with a GNS430W, so capable of flying the LPV. It then had a basic vacuum AI and DG with a Garmin 496 for weather. And basic Century IIB autopilot with STEC Alt Hold. The flight aware track doesn't show the plane getting below 1200' (uncorrected for baro) or about 660' AGL. LPV minimums are 789 msl or 269' AGL, but power lines are more like 100 AGL at what I am guessing is most of a mile from the runway. So very lucky that they're okay!

Mooney didn't use a flap switch with a detent switch till some late model J's when they first introduced a higher flap extend speed. Then they went back to the earlier flap switch in Long bodies without specifying a higher flap extend speed in the TCDS. But with the G1000's you essentially get a detent position for takeoff/approach flaps, but Mooney still didn't provide the higher flap extend speed for these models in the TCDS.

I personally really dislike the two separate data files you get with the EI C & P combination. Without all the data in one file, analysis is a challenge. I do have one client that is able to combine them in Excel which makes a world of difference. But that takes time and do that on every flight file? Sent from my iPhone using Tapatalk

Nah, that would result in every fill up turning into a two step refuel operation: first “refuel” to 50, then go back into set up to Add another 22 gal. there are no “tabs” for 50, so why make it so complicated? The Aux tank is meant for when you have extended tanks. Just change the setting so the refuel is to full tanks, any other fill just use the add button to add the number of gallons. Either one is a single refill step. Sent from my iPhone using Tapatalk

In the setup is there is a field for what #of gallons to to fill up when you say yes to "refuel" so that it says 72 gallons instead of 50; which I assume is the default setting till you correct it. You should be able to adjust your fuel quantity up or down by each 1/10 of gallon by touching the add/subtract button. Refer to your Pilot Guide but my memory is that holding the button down will add fuel and short presses will subtract fuel. If its only allowing you to add up to 13.9 on top of 50 gal starting, perhaps there are two fields you need to set - a default value when you say Yes to Refuel and a separate Fuel capacity to 72 gal. But all this detail is in your JPI EDM 830 Pilot Guide; also found on their website.

Get it done! it’s neither difficult nor expensive and long overdue. Many past threads here on it. Let google be your friend. Sent from my iPhone using Tapatalk

it’s an easy job to replace the bulb. They’re available through Spruce or any electronics vendor. The part # is in your Mooney IPC. Sent from my iPhone using Tapatalk